Updated from 2014: Guns, Eagle Style

 

A while back (Ok, quite a while back, like 12 years or so), Murphy’s Law was pining away about how he was going to spend his lottery winnings and buy an F-86.  A worthwhile expenditure to be sure, but MSgt B joined the discussion with a comment about knowing a guy on Okinawa that had one that he used to tow targets for the F-15s. 

 

This would be that Tow Plane
Photo copied from Here

 

And that comment fired the synapses that bring forth this story.

So, There I was……*  I’m at Kadena having been checked out in an F-15 in the short course  at Luke AFB, 3 months and probably about 50 hours. Soloing in a jet on your first ride is thought provoking that’s for sure.  At least they save the AB takeoff until a little bit later.  Release brakes and punch it is eye opening.  Even on a hot Arizona afternoon, by the  time you’ve checked the engines, (Why?  I’m mean really, it’s quite obvious to the most casual observer they are functioning beautifully), anyhow, by the time you check the engines, you’re at rotate speed.  A small touch of the stick and you’re airborne, you keep pulling on the stick to keep the airspeed under control (yeah right) and avoid over speeding the gear.  Slap them up, and you’re still pulling back on the pole waiting for the gear light to go out.  You’re now about 45 degrees nose high and tower tells you to contact departure.  (Phoenix is a busy place airspace wise).  You’re still pulling as you contact departure and they tell you to level at 18000’.  You think, piece of cake, until you look at the altimeter.  A quick increase of the g, and your vertical climb turns into an immelman and you’re level, inverted but level, at 18000’.  You’re first cognitive thought is “Gawd, what an airplane!”

 

 

Source

It's somewhat like this!

So, anyhow, I’m now at Kadena, been there a couple of months, deployed to Kwanju for Team Spirit, so kind of settling in.  My flight commander, in a rare turn of events, happened to be one of my students at Holloman.  He’d been an F-4 WSO and been selected for Pilot Training.  Got an F-15 as his assignment, gone through Holloman and had been at Kadena for about 2 and a half years. Pretty good guy and a decent stick. Let’s call him Jeff.  The schedule has been posted and I’ve got the first go flying on Jeff’s wing for a Dart ride.

Juvat, what is a Dart ride?  Words do not convey what a Dart Ride is.  Take all the awesomeness of flying the F-15, break out your awesomizer ray gun (you have one of those don’t you?) and run it completely out of awesomizer stuff, and you might have a description of a Dart Ride.  Ok, I might have gotten a little carried away on that.

A Dart Ride is an opportunity to take a pair of F-15 Eagles and shoot the  M-61 Vulcan 20mm 6 barrel cannon at an airborne target!  6000 rounds a minute.  A 100 rounds a second. 954 rounds on board, well, fully loaded. We get 200.

I’ve fired on the Dart before and frankly had a problem.  Coming from an Air to Ground background, I’d learned to strafe and shooting the gun in a strafe mission is different than shooting the gun on an Air to Air mission.  In a strafe mission, killing the bad guy is a good thing, but there are usually a lot of them, so keeping their heads down and disrupting their plan is also important.  So, in a strafing pass, you usually try to fire as few rounds as possible.  20 rounds or so is desirable, all on target of course.  Not so in air to air.

In Dan Hampton’s book “Lords of the Sky: Fighter Pilots and Air Combat, from the Red Baron to the F-16” (Available on Amazon, a great book, you should read it)  his description of the various aircraft includes a description of the firing rate, number of guns and weight of the round and adds a number that tells you the total amount of metal the aircraft throws at the opponent. That took me a while to learn.  Strafe, you squeezed the trigger and released, then the gun fired.  Here, you needed to squeeze until you heard the gun and then release.  You really wanted about a hundred rounds each time.  Bullet density is going to kill the target.

Jeff and I have the first flight of the day, we’ll actually take off before sunrise, so our brief starts about 0400.  We’re about ready to step to the jets, and I copy down our tail numbers.  I notice that the tail number assigned to me is the jet with my name painted on the side.  (“My jet” is not acceptable vernacular around here and calling it "The Crew Chief’s Jet" while technically true does not convey the meaning I desire.)  It is a great jet, Radar works well, it flies well, straight and true which is not always the case.  The crew chief and assistant crew chief are good at what they do and I have a good relationship with them.  Things are just falling into place.

 

This one had my name on the canopy rail and ZZ on the tail at one time! AKA "My Jet!"

 

It’s starting to get light as we start the jets and it looks like it’s going to be a beautiful day, not a cloud in the sky, light winds, and good visibility.  We’re in the arming area, with the gun safety pin and warning  flag showing, telling the arming crew that we’re going shooting. On more normal missions, the safety pin is inserted inside the gun door, so doesn't interfere with flight.  Guns hot, master arm switch triple checked off,  we take the runway.
 

Departure from Kadena was easy.  Take off, put the gear up, turn toward your assigned airspace and once over water, cleared all altitudes.  We’re taking off about 10 minutes ahead of our target as we have to perform the safety check and make sure there are no surface vessels in the area.  Typically, we would climb to a medium high altitude ~25000’ or so, but not today. 

Today, as soon as we get feet wet, Jeff sends me out to tactical spread formation, about 9000’ line abreast and with an altitude split of a couple thousand feet.  I move out and start to climb a bit, but he’s pushing over and levels off at about 500’.  In a low level situation, the wingman does not take an altitude separation so as to not highlight the formation, so I level off with Jeff on the Horizon.  I notice that Jeff has not pulled the power back either, we’re still in military power, so the ocean is passing by at a great rate.

We’re approaching the eastern edge of the operating area, the sun is beginning its climb and we hear the target check in on the frequency.  Today, we’re not using any GCI, to help us with the intercept, we’ll be relying on our own  radar to handle that.  Jeff has briefed that first radar contact will run the intercept and first visual gets first shot.  Not all flight leads are that lenient. 

The target calls that he’s in the area and we are cleared to turn hot.  Still headed east, I notice Jeff’s burner’s light.  This is not hard, as it is still dark enough to see the bright white streak coming out of the back of his jet.  I light mine and am instantly through the Mach.  I watch Jeff begin to pull and I match him in a gigantic accelerating immelman, rolling out headed west at 38000’.  I glance at the radar and have a contact about 70 miles on the nose, check the squawk and it’s our target.  I get to run the intercept.

He’s at 20k and as we get to about 40 mile range, I get the "Reno" (I've got a target formation breakout on my radar) on the actual thing we’re going to shoot, the dart about 1500’ in trail of the F-86.  That’s a great advantage, since when we get to lockon range, I can lockon to the actual target and the target box on my Heads Up Display will appear over it instead of the F-86.

Source

 

 

We’re still in the high 30’s when we get to lockon range.  I lock and my jet’s systems are spot on.  I catch a flash of sunlight off the dart and can make out the F-86 also.  I call visual, Jeff and the target call No Joy.  I talk Jeff’s eyes on the target and am starting my vertical conversion and tell the target to start the turn and look up.  I pop a flare.  (We can’t shoot unless he sees us)  All have a tally and we’re cleared hot.  

 
Master arm hot.  Finger off the trigger (Rule 3 applies).  I’m now almost vertical in my dive and he’s slightly off the right side of my nose.  He’s got two choices, turn into me, which would put him on Jeff’s nose or turn away from me, putting him on my nose.  At this point it really doesn’t matter, I am pulling lead by rolling the jet and he can’t deny me turning room as I’m well above him.  He turns away from me, I make a small roll to establish lead and begin the pull out of the dive as I close the range.

The pipper is settling down and the range is closing rapidly, I’m in gun range ~2500’, but pause.  I’d been making that mistake before, and didn't intend to make it again.  1500’, one last check of master arm.  It’s hot, finger on the trigger. 1200’ Squeeze and hold.  The pipper is dead steady as I hear the Gun fire.  Release the trigger and pull on the stick, still have a lot of overtake, so immediately roll to keep the target it sight.  Look back high to find Jeff and prepare to reattack when out of the corner of my eye, I see an amazing array of flashes.  The target had disintegrated and all the tinfoil parts were fluttering in the sunlight like little mirrors as they made their way to the ocean. 

Tow pilot calls “knock it off”, and we clear out of the way.  Without the aerodynamics of the dart to stabilize the cable, he needs to jettison it quickly before it has a chance to do anything bad.  He lets it go, and we head home.  Jeff does a quick battle damage check of me,  nothing, and because it’s required, I do one on him.  Not surprisingly, he’s fine. 

I, however, am higher than a kite.  I’m ready to take on anybody and everybody.  We pitch out, land, dearm and debrief the jets with maintenance.  Pull the VCR Tape and invite the crew chief and assistant to the flight debrief to watch some “really cool S**t!”.  Walking back to the Squadron, Jeff tells me I owe him a beer since he didn't get to shoot, but , he says, “I just wanted to do that once with someone who didn't start in an Eagle, someone who might recognize just how much better this jet is than anything flying.  Guess I did!”

*What's the difference between a fairy tale and a war story, a fairy tale begins "once upon a time.  A war story begins "so, there I was".

Eagles

 

 

One of the regular commenters on Sarge’s blog asked me an interesting question

I see that Kuwatis are using F-15s for target practice. Having paid attention to yesterday's post, I knew that most F-15s are single seaters but these were all two seater "Strike Eagles" as opposed to other types. What's that all about?

 
Kinda like the Navy guys with the original "Bugs" being fighters and then later ones becoming F/A-18s. Or, the F-14 Tomcat becoming the "Bombcat."

Perhaps a topic you could enlighten us about in a future post?

Not sure enlightenment is in my array of capabilities, but here goes.

When the Eagle first came on board, it was Air to Air ONLY!  The Air Force had spent a lot of time, money and influence to get an Air Supremacy capable aircraft.  And with a 105 to 0 record in Iraq, it certainly was capable.

However,  the pencil pushers in the 5 sided Palace for idiots (no, I don't have any animosity about the place, no, I don't, no, really! Ok Some) decided in order to save money, they would add Air to Ground to the Eagle's capability's.

All hell broke loose.  First, air to air is a difficult skill to be proficient at, it takes a lot of practice.  Second, the aircraft would need to be modified to carry air to ground weapons and be able to deliver them while still maintaining Air to Air capability's.  

This went round and round for a few years and finally a compromise was agreed upon.  The F-15A-D models would be air to air only, while the F-15E would be primarily Air to Ground but would have some Air to Air capability. 

F-15E

 Here's an interesting article about the capabilities of a Strike Eagle (the nickname for an F-15E).

 But, while it does have air to air capability, the aircrews aren't as well trained in air to air as the  pilots in C and D model Eagles.  (As does air to ground, but the C and D models, which CAN do air to ground, I don't believe we ever dropped bombs.) 

F-15 D (Mine!)

They could, and would sometimes, put the conformal fuel tanks (shown in the opening F-15E picture above) on the C and D model F-15s.  I've flown with them a couple of times.  I thought there was a significant reduction in maneuverability, but the Air Staff said that was all BS.  

But it's pretty much a moot point.  According to this article the C and D models of the Eagle will be retired and replaced with the F-15EX when it comes on line in numbers. In the interim, the C and D model mission will be handled by F-16s, F-22's, and F-35's. Given that the last time I flew an Eagle was 1987 and my jet was already 10 years old and they're just now retiring them after almost 50 years of flying air to air missions.  Air to Air requires a lot of very hard maneuvering in air to air which puts an AWFUL lot of stress on both the airplane and the Pilot.  So, there's a pretty good assumption that they've had a hard life and deserve a break. But, I'm a little sad to see my jet retired. Even if I am also retired.

Frankly, I think F-15 78-564 looks a lot better than me in our respective retirement roles. 

MY Eagle just a new paint job, number and owner (unfortunately that last one isn't me).

 Peace out, Y’all.  Sarge should be returning to his normal broadcast schedule tomorrow. See you next Monday!

Another of my Heroes

 So, still in quite a bit of pain.  A little more than a week before I can get in for an MRI and find out what the.... is going on.  Not much fun.  Just found out that Little J and Wife had a miscarriage on child #2.  So...again, not much fun.  Decided I'd resuscitate a posting from one of the first posts I put up 13 years ago or so.  Through the years, we've discussed one of my heros a few times.  Here's one of those stories.  Unfortunately....

Source

 

 So...Off we go!

We were both assigned to the 435TFTS at Holloman AFB NM. Suffice it to say that even though I was qualified as an "experienced" fighter pilot flying time wise, I learned a lot from Ras during flight briefings and debriefings, and in the air.  Some of the most important things I learned from him were taught in the Squadron Bar. After he PCS’d to Fort Carson for his last assignment in the Air Force as an ALO, I lost touch with him and didn’t reconnect with him until I saw his book “When Thunder Rolled” on Amazon.  Bought it immediately, and started reading.  It was like being in the Bar again; I’d heard most of those stories. A few years ago, I managed to track him down and restablish our friendship.  Unfortunately, he's no longer with us.  As I mentioned last week, Heaven to me would be flying fighters in against and with both He and Vegas. Yes, that would be heaven.

But the post really triggered a memory of one flight he and I had together while at Holloman.

Basic Fighter Maneuvers (BFM) are  exactly what the name implies, at the most basic level, how do you maneuver a fighter so as to kill another fighter and/or avoid being killed yourself.  It’s not just pull on the pole as hard as you can.  It’s using your energy wisely, regaining it when you can, using gravity to enhance the effect.  Most of the Lead In Fighter Training program consisted of BFM rides, and throughout the flying portion of my career, a sizeable portion of my rides were BFM also, whether I was in an Air to Air Squadron or an Air to Ground Squadron.  BFM skills are critical and very perishable. 

BFM rides involved two aircraft, a 1 v 1, and typically there were two types of setups.  In the first setup, one jet takes a position 30 to 45 degrees off the tail of the other and 6000-9000’ away.  In a real world fight, this is a very dangerous position for the person in front to be in.  Once participants are ready, the fight is started with a “Fight’s on” call and maneuvering commences.  The fight typically continues until a kill shot is taken by one or the other fighter, a fighter manages to disengage successfully, the desired learning point has been achieved, or a safety factor is encountered.  (Over G, going through minimum altitude, min fuel etc).

The second type of setup is a neutral setup, typically called a “Butterfly”.  The two jets start in tactical formation about 6-9K’ apart and the flight lead calls for a turn away from each other of 45 degrees.  At some point the flight lead calls for the turn in and both aircraft turn back towards each other for a head on pass.  The flight lead will call fight’s on at some point,  typically immediately prior to the pass so that maneuvering can begin.

This now leads to a decision on the part of both fighter pilots.  Do I want a two circle fight or a one circle fight?  There’s an excellent discussion of this here , but basically, if your turn radius is better than the other jet's, try for a one circle.

 

Back in the day, I used to be able to draw a fight diagram much better.  My apologies.

  If your turn rate is not better than the other, try for a two circle fight because you’ve got more turning room to use.

 

  

I say “try”, because the other guy also gets a vote in the fight. He has to turn in the direction you expect him to otherwise ....  I was about to learn how to make that happen.

So,  There I was………….*  Ras and I were scheduled for a 1 v 1 BFM ride in Beak Charlie, the closest air to air area to Holloman.  Basically Cloudcroft NM was the Western Boundary  Roswell the Eastern and  Ruidoso the Northern.  That proximity meant we’d have maximum gas for fighting.  Typically, when these rides went on the schedule, they were immediately filled by students riding in the back seats, however, this time it was just Ras and I.  (He had told the Duty Officer not to allow any students, you’ll understand why shortly).

Briefing was short and sweet, here’s the frequencies, joker and bingo fuel levels and a discussion of which BFM setup we were going to use (Butterfly).  We had flown together enough as IPs that not much else was needed.  We step to the jets, crank up, formation takeoff and we’re in the area.  A couple of G awareness turns . (The AT-38B was getting old and we needed to “tune” our bodies to what the mandated G limit was, so that we didn’t overstress the aircraft and reduce its lifespan.  Must have worked, this story occurred about 30 years ago, and the airplanes are still flying.)

Everything’s ready to go, a quick fuel check from Ras and he calls for the turn away.  I check 45 away and rollout, snap my head around so as to keep sight of Ras.  Got him, we continue on heading for a bit and he calls turn in.  I’m pulling right on the g-limit, get pointed at him and unload the aircraft to get some speed back.  We’re about a mile out now and I’m planning for a two circle fight, since I’m a little above him, I plan to slice down to the left leading the turn as much as I can.  At that point, Ras calls fight’s on and pulls up and takes a head on gun shot. 

At the time, the safety rules prohibited any gun shots within 45 degrees either side of head on, so I’d never seen a head on shot.  Also, since the guns on most fighters are boresighted with the aircraft, where the gun is pointed is where the aircraft is pointed. If Ras has taken a gunshot, the gun is pointed at me and so is his aircraft.  Ras passes close aboard.  This has left me somewhat startled and there’s a pause before I start to maneuver.  I roll left and start the pull, expecting Ras to have done the same which should put him somewhere above my tail pointed away.  I can’t see him and call blind (another safety thing, if he calls blind also, we knock it off and get altitude separation).  He calls “continue”.  I’m in big trouble, he sees me!  I’m still frantically searching for him looking over my left (down) shoulder, when something catches the corner of my eye.  I crank around to the right, just in time to see Ras swooping down on the back side of his vertical circle. He's gone for a one circle fight, using the vertical and by virtue of being below me and pulling up for the shot, he's lead turned me.  When he got to the top of his loop, he was slow and inverted, so gravity helped him turn much faster.

Fortunately, he’s not in guns range yet, but he’s closing fast.  I break back right and up, trying to force his nose into lag  (pointed behind me), but I’m running out of airspeed and he’s not.  I see his nose slide out in front of me and I start to make out the intakes on the side of his jet (with my eyesight at the time, that was my indication that he was about 2500’ away, AKA guns range.  With my eyesight now, I think he'd be in my back seat before I saw intakes).  I roll the aircraft until the canopy is about 45 degrees below the horizon and plant the stick in my lap.  I’m jinking…Hard.  Roll the aircraft again,  push the stick forward.  Again,  and Again and Again, but Ras is still back !there, he hasn’t called any shots, but I ain’t getting away either.  I’m expecting a knock it off for lesson learned, but no.  I’m jinking for about a month and a half until we get to bingo.  Knock it off and head home.

Back in the debrief,  Ras walks in with a couple of beers, hands one to me and says “Juvat, there are no safety ROE (Rules of Engagement) in combat, and there’s no knock it off”.  Then he took a couple of sips of beer as he let me ponder that.  He then followed with “Best Jinking I’ve ever seen, I never got a shot.  Let’s talk about how you did that, I want to learn how.”

I miss him.

 

If you'd like to read more of his stories (and I highly recommend you do), he published three books before he passed, One in conjunction with Robin Olds, the other two autobiographies about his assignments (yes, Beans, more than one) in South East Asia.  Excellent stories.

 

 Rest in peace, Warrior! Ed, you deserve it!

Peace out, y'all!

• What’s the difference between a fairy tale and a war story?  A fairy tale starts with “Once upon a time” and a war story starts with “So there I was”.